This additional measure will help the system to function smoothly until there is a permanent fix.Įngineers must determine how much grease needs to go on the rails. As a train passed, it would pick up the lubrication and distribute it along about 300 to 400 metres of track, Asensio said. One mitigation measure in the current situation would be to use machines with pumps to apply lubricating product to the tracks. In this case, one is on board the trains and is supplied by the pneumatic system. Q: Why are technical experts talking about lubricating the rails?Ī: All trains have lubrication systems, said Enrique Martinez Asensio, RTG’s general manager. All the restraining rails should be realigned by Sunday. RTG has started resetting the restraining rails in the whole system to minimize the risk of contact, which will reduce the forces on vehicle wheels. Inspections of the LRT track have shown that, although the restraining rail is within the design tolerances of the track, contact has been made between the restraining rail and the light rail vehicle wheels, Holder said. They’re a “passive safety device” used to mitigate the risk of derailment on curves. Q: What are “restraining rails” and what is being done to adjust them by Monday?Ī: Restraining rails are a common design feature of North American railways, said Richard Holder, the city’s director of engineering services. “We’ll be pushing as much as possible to accelerate that schedule as much as possible,” Truchon said, “but we’re not in a position now to commit to a specific timeline.” Then a prototype must be built and there will be a testing phase. There’s a preliminary design and the detailed design phase will take a few months. Q: How long will it take to fix the problem?Ī: Two or three years for full fleet deployment, but that’s only an estimate so far. This advertisement has not loaded yet, but your article continues below. The choice of materials and their configuration must be efficient, Truchon said. One problem is that there is little room in the “bogey,” which is the structure underneath the light rail vehicle. Play is necessary in the hub, but, if it reaches a certain threshold, there can be a problem.ĭesigners are looking to strengthen the bearing assembly by modifying its components, said Nicolas Truchon, CEO of the Rideau Transit Group (RTG), which has the contract for maintaining the system. Six light rail vehicles that have been inspected have hubs that are above the threshold for measuring the amount of “play” within the hub. The wheels are not being replaced as part of this work, and it’s unclear for now whether the axles will have to be replaced, said Richard Holder, the City of Ottawa’s director of engineering services. The hub contains the bearings, the wheel is attached to the hub assembly and the axle shaft is inserted inside the assembly. What’s the real problem?Ī: The subject of this investigation is focusing on the axle hub assembly, also known as the “cartridge.” Q: There have been mentions of bearings, axles and axle assemblies. Here’s a look at what went wrong, what’s being done to fix it and how long that fix will take. Manage Print Subscription / Tax Receipt.National Capital Region's Top Employers.
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